KR20160125473A - Vehicle control device - Google Patents

Abstract

There is provided a vehicle control apparatus capable of securing operability at the time of turning.
A vehicle control device comprising: a vehicle speed control device for calculating a vehicle speed based on a wheel speed of each wheel, and calculating a wheel speed based on a post-correction wheel speed and a vehicle body speed corrected based on a vehicle specification indicating a position of each wheel And controls the sleep state. In the vehicle control device, the post-correction wheel speed excluding the wheel speed fluctuation component corresponding to the turning from the wheel speeds of the plurality of wheels is calculated, and the sleep state of the wheel is controlled according to the state of the control wheel speed and the vehicle speed .

Description

[0001] VEHICLE CONTROL DEVICE [0002]

The present invention relates to a control apparatus for a vehicle.

BACKGROUND ART [0002] Conventionally, a technique disclosed in Patent Document 1 is known as a control apparatus of a vehicle. In this publication, when it is determined that the vehicle is in the turning state, the target slip ratio is corrected according to the degree of turning, and the wheel speed information used for the vehicle speed estimation is also corrected, So that it is prevented from having an error.

Patent Document 1: JP-A-8-85438

However, since only the target slip ratio and the vehicle body speed estimation value are corrected, control start determination based on the slip state of the wheel is performed earlier than in the straight state in the turning state. As a result, suppression of the drive torque and suppression of the braking torque are carried out prematurely, which may deteriorate the operability. SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and it is an object of the present invention to provide a vehicle control device capable of securing operability at the time of turning.

In order to achieve the above object, in a vehicle control apparatus according to an aspect of the present invention, a vehicle speed is calculated based on wheel speeds of respective wheels, and a wheel speed is corrected based on a vehicle specification indicating the position of each wheel. The slip state of each wheel is controlled according to the state of the post-correction wheel speed and the body speed.

A vehicle control apparatus according to one aspect of the present invention includes a vehicle speed calculating section for calculating a vehicle speed of a vehicle, a control wheel speed calculating section for calculating a wheel speed for control excluding a wheel speed fluctuation component resulting from turning from a wheel speed of a plurality of wheels, And a slip control unit for controlling the slip state of the wheel according to the state of the control wheel speed and the vehicle speed.

1 is a system diagram showing a configuration of an electric vehicle according to the first embodiment.
Fig. 2 is a control block diagram showing the contents of information transmitted and received by each controller in the first embodiment; Fig.
3 is a control block diagram showing a TCS control configuration for outputting a TCS torque command value provided in the brake controller of the first embodiment.
4 is a diagram showing a vehicle model used for the wheel speed correction of the first embodiment.
5A is a diagram showing a wheel-based compensation model at the time of turning according to the first embodiment.
5B is a view showing the wheel-based compensation model at the time of turning according to the first embodiment.
6 is a view showing a vehicle model used for wheel speed correction in another method as wheel speed correction in the first embodiment.
7A is a characteristic diagram showing a friction coefficient characteristic with respect to the slip ratio set for each road surface friction coefficient (road surface ()).
7B is a control block diagram showing the target slip ratio calculating process of the first embodiment.
8 is a characteristic diagram showing the difference between the target slip ratio set at the time of turning and the target slip rate set by the target slip ratio setting process of the first embodiment.
9 is a flowchart showing the TCS control flag determination process according to the first embodiment.
10A is a time chart when the driver performs the steering operation while the TCS control of the first embodiment is being executed.
10B is a time chart when the driver performs the steering operation while the TCS control is being executed, regarding the comparative example.
11A is a time chart showing the effect of the wheel speed correction process of the first embodiment, and shows a time variation of the steering angle.
11B is a time chart showing the effect of the wheel speed correction process of the first embodiment, and shows a change in the yaw rate.
11C is a time chart showing the effect of the wheel speed correction process of the first embodiment, and shows the wheel speed when the wheel speed is not corrected.
11D is a time chart showing the effect of the wheel speed correction process of the first embodiment, and shows the wheel speed after correction.
12A is a time chart when a slip occurs in a drive wheel during turning and TCS control is activated, and shows a case where TCS control is performed without correcting the wheel speed.
12B is a time chart when the slip occurs in the drive wheels during turning and the TCS control is activated, and shows a case where TCS control is performed using the post-correction wheel speed in the first embodiment.

[Example 1]

1 is a system diagram showing a configuration of an electric vehicle according to the first embodiment. The electric vehicle is a front wheel drive vehicle and has front wheels FR, FL which are drive wheels and rear wheels RR, RL which are follower wheels. W / C (FR), W / C (FL), W / C (RR), and W / C (R) that generate a friction braking force by pressing a brake pad against a brake rotor rotating integrally with the tire 9 (RL), 9 (RR), 9 (RL)] (simply referred to as W / C) Is also provided. A hydraulic pressure unit 5 is connected to the wheel cylinder W / C via a hydraulic pressure pipe 5a to constitute a hydraulic pressure brake. Further, an angle sensor 110b (corresponding to a steering angle calculating section) for detecting a steering angle indicating the steering steering amount of the driver is provided.

The hydraulic pressure unit 5 includes a plurality of solenoid valves, a reservoir, a pump motor, and a brake controller 50. The hydraulic pressure unit 5 is provided with various solenoid valves and pump motors Controls the driving state, and controls the wheel cylinder hydraulic pressure of each wheel. The hydraulic pressure unit 5 may be a known brake by wire unit or may be a brake unit having a hydraulic pressure circuit capable of performing vehicle stability control and is not particularly limited. Further, the vehicle controller 110 (described later) has a yaw rate sensor 110a for detecting the yaw rate of the vehicle.

A resolver (2) for detecting a motor rotation angle is provided in the electric motor (1) as a driving source, and detects the rotation angle of the motor based on the resolver signal and detects the rotation speed of the motor. A differential gear 3 is connected to the electric motor 1 through a deceleration mechanism 3a and the front wheels FR and FL are connected to a drive shaft 4 connected to the differential gear 3. [ A battery controller 60 for monitoring and controlling the battery state of the high-voltage battery 6 is provided at the rear of the vehicle. The high-voltage battery 6 supplies driving power to the electric motor 1 or recovers the regenerative electric power. Is mounted. The inverter 10 interposed between the high voltage battery 6 and the electric motor 1 is controlled by the motor controller 100. [ A battery 8 for viewing is connected to the high voltage battery 6 via a DC-DC converter 7 and functions as a power source for driving the liquid pressure unit 5. [ The electric vehicle of the first embodiment is provided with a CAN communication line which is an in-vehicle communication line to which a plurality of controllers mounted on the vehicle are connected. The CAN communication line includes an angle sensor 110b, a brake controller 50, a vehicle controller 110, 60 are connected to each other so that they can communicate with each other.

Fig. 2 is a control block diagram showing the contents of information transmitted and received by each controller in the first embodiment; Fig. The vehicle controller 110 inputs the accelerator pedal position information and the shift position information and outputs a motor torque command value based on the basic driver required torque or the result of the regenerative torque command value and the TCS torque command value output from the brake controller 50 And outputs a motor torque command value to the motor controller 100. When the regenerative torque command value or the TCS torque command value is not output from the brake controller 50, the motor controller 100 outputs the driver's requested torque. When the regenerative torque command value or the TCS torque command value is output, And outputs a regenerative torque command value or a TCS torque command value to the motor controller 100.

The brake controller 50 outputs information indicating the braking intention of the driver, such as the on / off state of the brake switch indicating the brake pedal operation state, the brake pedal stroke amount or the brake pedal depression, the steering angle, the yaw rate, Signal. Then, a vehicle body speed signal, a brake hydraulic pressure supplied to the wheel cylinder W / C, and a regenerative torque command value generated by the electric motor 1 are calculated. Further, the TCS torque command value is calculated on the basis of the TCS control for controlling the driving slip state of each wheel to an appropriate slip state, and the TCS torque command value is outputted to the vehicle controller 110. [ The motor controller 100 controls the operation state of the electric motor 1 on the basis of the motor torque command value and controls the operation of the electric motor 1 based on the detected motor torque, And outputs the information to the vehicle controller 110.

(Details of control in controller)

3 is a control block diagram showing a TCS control configuration for outputting a TCS torque command value provided in the brake controller of the first embodiment. In the wheel speed correcting section 501, the wheel speed is corrected based on the wheel speed, the yaw rate, and the steering angle.

[Wheel speed correction processing]

Fig. 4 is a view showing a vehicle model used for wheel speed correction according to the first embodiment, and Fig. 5 is a diagram showing a wheel speed correction model at the time of turning according to the first embodiment. In this model, each symbol is defined as shown in Fig.

V: vehicle body speed, Vx: forward-backward component of vehicle body speed, Vy: Vrr: wheel speed detection value of the rear left wheel; Vrr: wheel speed detection value of the rear right wheel; dr: wheel speed detection value of the front left wheel; Vfr: wheel speed detection value of the front left wheel; lr is the distance between the center of gravity and the axis of the front wheel axis, lr is the distance between the center of gravity and the axis of the rear wheel axis,? r is the steering angle,? is the vehicle side slip angle,

The front-rear direction component of the wheel speed can be calculated by the following equation as shown in the model of the front left wheel shown in Fig. 5A.

Vflx = [{Vfl- (Vy +? Lf) sin? F} / cos? F] + (? Dr / 2)

Here, each piece of information can be acquired by the following method.

Vfl: wheel speed sensor value,

Vx is a previously estimated vehicle speed (the initial estimation is, for example, a follower wheel average wheel speed)

Vy: Vx? Tan?? Vx? (Where? Is an estimated value that can be calculated from the steering angle and the yaw rate sensor signal)

y: yaw rate sensor value,

lf: distance between the center of gravity and the axis of the front axle (predetermined from the vehicle specification),

? f: turning angle (estimated value that can be calculated from the steering angle and steering gear ratio),

dr: Tread (predefined from vehicle specification)

The vehicle side slip angle beta is calculated from the yaw rate?, The lateral acceleration Ay, the longitudinal component Vx of the vehicle body speed, and the turning angle? F as shown in FIG. 5B. Since the lateral acceleration Ay is a value influenced by the cant road surface while the vehicle is traveling, the corrected lateral acceleration Ayc excluding the influence of the cant road surface on the basis of the yaw rate y and the longitudinal component Vx of the vehicle speed ) Is used to calculate the vehicle side slip angle [beta].

With the correction described above, the wheel speed of each wheel is corrected as the wheel speed at the center of gravity by using the vehicle specification indicating the position of each wheel, and the corrected wheel speed is output. The vehicle speed is calculated on the basis of the corrected wheel speed. For example, in the TCS control, the follower wheel average speed of the corrected wheel speed may be set as the vehicle body speed. As a result, it is possible to correct the wheel speed at the vehicle center-of-gravity point as the wheel speed at the vehicle center-of-gravity point, and the influence of the vehicle speed difference between the front wheel and the non- , The wheel speed excluding the influence due to the vehicle specification or turning is obtained. In other words, the post-correction wheel speed does not change with respect to the vehicle body speed unless a slip occurs even when the vehicle is turned. Therefore, there is no mistaken determination that a slip has occurred due to a change in wheel speed due to turning or the like, and early intervention of TCS control can be avoided.

Even if the vehicle body speed is not calculated, for example, when the wheels are in the non-slip state, a value coinciding with each other in the same value or within a predetermined range is calculated as the reference corrected wheel speed regardless of whether the vehicle is running straight or turning And the slip control may be performed based on the deviation state of the corrected wheel speeds of the respective wheels from the wheel speed after the reference correction. That is, even if the vehicle body speed is not the actual vehicle body speed with respect to the road surface, it is preferable that the slip is detected by the deviation from the convergent value, by correcting the value to the converged value of each wheel.

(Alternative method 1)

In the method shown in Fig. 5, Vy is calculated from the vehicle side slip angle beta. On the other hand, in the other method 1, assuming that the turning center is on the extension line of the rear wheel shaft, the turning angle? F and the vehicle side slip angle? The wheel speed can be corrected without using? From the relationship of the side slip angle?.

lf = {lf + lr / V} = lr / lf + lr}? f = lr / lf + lr} / VVy = Vsin?? V? = V (? Lr / V) =?

Vflx = {Vfl- (? Lr +? Lf) sin? F} / cos? F +? Dr / 2

When estimating? As in the method shown in Fig. 5, the vehicle model must be acquired by the system identification method. However, since the estimation accuracy is deteriorated by the influence of the road surface due to the cant road surface or the like, in the method shown in Fig. 5, correction for eliminating the influence of the cant road surface is performed. On the other hand, according to the method 1, since the estimated value? Is not used, when there is a turning center on the extension line of the rear wheel shaft, that is, when a large lateral acceleration does not occur, It is not necessary to correct the influence on the cant road surface and correction can be performed without being influenced by the cant angle estimation error on the cant road surface.

(Another method 2)

6 is a view showing a vehicle model used for the wheel speed correction of the other method 2 as the wheel speed correction of the first embodiment. In the method shown in Fig. 5, the wheel speed of each wheel was corrected as the wheel speed at the center of gravity. On the other hand, in another method 2, it is assumed that there is a turning center on the extension line of the rear wheel axle, and the wheel speed of each wheel is corrected based on the vehicle specification indicating the position of each wheel. At this time, since the yaw rate of each wheel is the same, when the turning radius is p, the following expression holds.

γ = Vrl / ρ = Vrr / (ρ + dr) = Vfl / (ρ 2 + (lf + lr) 2) 1/2 = Vfr / {(ρ + dr) 2 + (lf + lr) 2} 1 / ²

From this equation, the turning radius? Of the rear inner rear wheel is represented by the following equation.

ρ = dr · Vrl / (Vrr-Vrl)

When this condition is satisfied, the post-correction wheel speeds V'fl, V'fr, V'rl, V'rr estimated from the respective wheel speeds are expressed by the following equations.

V'fl = Vfl · {(ρ + dr / 2) 2 + lr 2} 1/2 / {ρ 2 + (lf + lr) 2} 1/2

V'fr = Vfr · {(ρ + dr / 2) 2 + lr 2} 1/2 / {(ρ + dr) 2 + (lf + lr) 2} 1/2

V'rl = Vrl · {(ρ + dr / 2) 2 + lr 2} 1/2 / ρ

V'rr = Vrr · {(ρ + dr / 2) 2 + lr 2} 1/2 / (ρ + dr)

When this relational expression is used, it is possible to correct each wheel speed using only the wheel speed and the vehicle specification previously grasped without using the sensor value such as the steering angle and the yaw rate. The vehicle speed V 'is calculated based on the corrected wheel speed.

In the above equation, the corrected wheel speeds V'fl, V'fr, V'rl, and V'rr are calculated as speeds at the center of gravity of the vehicle, but it is not always necessary to calculate them as speeds of the center of gravity, May be calculated as an arbitrary one-point velocity having a constant relative distance. Because the speed difference (ratio) between the slipping wheel and the non-slipping wheel is important, because it is not absolute speed.

Returning to Fig. 3, the target slip ratio calculating unit 502 calculates a target slip ratio based on the steering angle and the vehicle acceleration information. The vehicle acceleration information may be obtained from the longitudinal acceleration sensor or may be obtained from the wheel speed or the derivative of the vehicle speed. 7B is a control block diagram showing the target slip ratio calculating process of the first embodiment. 7A is a characteristic diagram showing a friction coefficient characteristic with respect to the slip ratio set for each road surface friction coefficient (road surface ()). 7A is selected on the high μ road, and the characteristic downward in FIG. 7A is selected on the low μ road. Then, the slip ratio is set within a range that does not exceed the slip ratio at which the highest friction coefficient (maximum friction coefficient) is obtained for each characteristic. In this characteristic diagram, it is sufficient to set the measurement result in advance.

As shown in Fig. 7B, the target slip ratio calculating unit 502a at the time of straight forward calculation calculates the target slip ratio assuming the straight running time based on the vehicle acceleration information. The vehicle acceleration is information corresponding to the road surface mu. The target straight slip ratio calculating unit 502a sets the target slip ratio at which the maximum friction coefficient is obtained according to the vehicle acceleration [? Surface ()). The steering gain calculating section 502b calculates the steering gain according to the steering angle. If the steering angle is small, that is, in the vicinity of the neutral position, a large steering gain (for example, 1) is set and a smaller gain is set in a turning state in which the steering angle is large, that is, The gain multiplier 502c multiplies the target slip ratio output from the target slip ratio calculator 502a at the time of straight forward by the steering gain to output the final target slip ratio.

8 is a characteristic diagram showing the difference between the target slip ratio set at the time of turning and the target slip rate set by the target slip ratio setting process of the first embodiment. Since the lateral force of each wheel is not required so much at the time of straight running, the maximum slip ratio is set in a range not exceeding the maximum slip ratio in the vicinity of the maximum slip ratio at which the maximum friction coefficient is obtained. On the other hand, since the lateral force is required for each wheel at the time of turning, the slip ratio is set to be lower than that at the time of straight running.

Returning to Fig. 3, the TCS flag determination unit 503 determines whether or not to execute the TCS control. When the TCS control is executed, the TCS control flag is turned on. When not executed, the TCS control flag is turned off .

9 is a flowchart showing the TCS control flag determination process according to the first embodiment.

In step S1, it is determined whether or not the TCS control flag is on. If the flag is on, the process proceeds to step S5. If the flag is off, the process proceeds to step S2. In step S2, it is determined whether or not the speed of the drive wheel is equal to or greater than the control intervention threshold value. If the speed difference is equal to or greater than the control intervention threshold value, the process proceeds to step S3; otherwise, the control flow ends. In step S3, the TCS control flag is turned on. In step S4, a torque command value is calculated at the time of TCS control intervention. More specifically, a value obtained by subtracting the predetermined torque from the current torque command value is calculated. In step S5, a TCS control torque command value is calculated. Specifically, the torque command value is calculated in which the deviation between the drive wheel speed and the control intervention threshold value converges.

In step S6, it is determined whether or not the deviation obtained by subtracting the TCS control torque command value from the driver's demand torque command value is equal to or smaller than the end torque deviation threshold value. If the difference is equal to or smaller than the final torque deviation threshold value, The process proceeds to step S11. That is, when the TCS control is ended and the value is changed to the driver's requested torque command value, if there is a large deviation from the TCS control torque command value, the drive slip occurs again after the control ends, Throw away. Therefore, even if the TCS control is terminated, the TCS control is allowed to be terminated after the vehicle is in a stable running state without generating a driving slip or the like again.

In step S7, it is determined whether or not the drive wheel speed is equal to or lower than the control end speed. If the drive end speed is equal to or lower than the control end speed, the process proceeds to step S8. Otherwise, the process proceeds to step S11. In step S8, it is determined whether or not the timer value of the TCS control end timer is equal to or greater than a predetermined value. If the timer value is equal to or larger than the predetermined value, the process proceeds to step S9. Otherwise, the process proceeds to step S10. In step S9, the TCS control flag is turned off. In step S10, the TCS control end timer is counted up. In step S11, the TCS control end timer is cleared. In other words, the TCS control end timer ends the TCS control after the elapse of a predetermined time after it is determined that the TCS control end is close to the end of the TCS control in the step S6 or S7. Therefore, when the TCS control end is not close, the TCS control end timer is cleared to continue the TCS control.

Returning to Fig. 3, the target wheel speed computing section 504 computes the target wheel speed from the current corrected post-correction wheel speed and the target slip rate. Specifically, a value obtained by multiplying the vehicle body speed by the target slip ratio is added to the vehicle body speed to set the target wheel speed. The PI control unit 505 performs feedback control so that the deviation between the post-correction wheel speed and the target wheel speed becomes a predetermined value or less, and calculates the TCS torque command value.

Next, the operation based on the control processing will be described. 10 is a time chart when the driver performs the steering operation while executing the TCS control according to the first embodiment. Fig. 10A shows a time chart of the first embodiment, and Fig. 10B shows a time chart in a case where control based on the turning state is not performed as a comparative example. Since the TCS control is executed in the straight running state, the motor torque is outputted in accordance with the TCS torque command value lower than the driver's requested torque command value. Therefore, since the target slip ratio is set to a large value, the deviation between the wheel speed of the drive wheel and the wheel speed of the follower wheel is also large. There is no difference between this example and the comparative example. Next, when the driver performs the steering operation, in the first embodiment, the target slip rate is limited by the steering angle. Accordingly, the deviation between the wheel speed of the drive wheel and the wheel speed of the follower wheel becomes small. Thus, since the lateral force of the drive wheels is secured, the yaw rate surely rises. On the other hand, in the case of the comparative example, the deviation between the wheel speed of the drive wheel and the wheel speed of the follower wheel is almost the same as that at the time of straight running, in particular, since the target slip rate is not particularly limited. In this case, since the lateral force of the drive wheels can not be sufficiently secured, the rise of the yaw rate is weak.

That is, as in the first embodiment, the target slip ratio is suppressed in accordance with the turning, thereby making it possible to reliably secure the yaw rate according to the steering intention of the driver.

11 is a time chart showing the effect of the wheel speed correction process of the first embodiment. Fig. 11A shows the time variation of the steering angle, Fig. 11B shows the change in the yaw rate, Fig. 11C shows the wheel speed when the wheel speed is not corrected, and Fig. As shown in Fig. 11A, when the steering is steered to the left and right, the wheel speed of each wheel accordingly outputs a different value depending on the distance from the turning center. This is a value generated by a vehicle specification such as a tread or a wheel base even when each wheel is appropriately traveling without causing excessive slip. This tendency leads to a large deviation as the steering angle increases. On the other hand, it can be seen that all wheel velocities take almost the same value by correcting the wheel speed as in the first embodiment and correcting it as a wheel speed based on the center of gravity of the vehicle, for example. In other words, if TCS control or the like is performed based on the corrected wheel speed, it is possible to avoid a situation in which the shift due to turning is mistakenly determined as a slip state.

12 is a time chart when a slip occurs in the drive wheels during turning running and the TCS control is operated. 12A shows a case in which the TCS control is performed without correcting the wheel speed, and FIG. 12B shows a case in which the TCS control is performed using the post-correction wheel speed in the first embodiment. In the case of the comparative example, when the vehicle is turning, the wheel speed of each wheel is uneven. In this state, when the driving slip occurs in the front left wheel, the average value of the wheel speeds of the driving wheels and the vehicle body speed show that the TCS control intervenes even though there is not much deviation actually. Therefore, as shown in the vicinity of time t25 from time t25, it is easy to overshoot when the slip rate once decreases greatly and then returns again. On the other hand, as shown in Fig. 12B, in the case of the first embodiment, since the post-correction wheel speed is used, there is almost no variation in the wheel speeds of the respective wheels even when the vehicle is turning. In this case, when a driving slip occurs in the front left wheel, the TCS control does not intervene early because it does not include the wheel speed component due to the turning. In addition, it is possible to smoothly return the slip ratio to approximately 0 even after the TCS control is intervened.

As described above, in Embodiment 1, the following actions and effects are obtained.

(1) a wheel speed sensor 9 (wheel speed calculating section) for calculating a wheel speed of each wheel, a wheel speed calculating section 9 for calculating a wheel speed after correcting the wheel speed based on a vehicle specification indicating the position of each wheel A brake controller 50 (a vehicle speed calculating section) that calculates a vehicle speed based on the calculated post-correction wheel speed, and a brake controller 50 And a TCS control (slip control section) for controlling the slip state of the wheel. Therefore, since the slip state is controlled based on the post-correction wheel speed in which the influence of the vehicle specification is corrected in advance, it is possible to avoid the situation where the control intervenes prematurely, and the operability can be ensured.

(2) A steering angle sensor 110a (yaw rate calculating section) for calculating a yaw rate of the vehicle is provided with an angle sensor 110b (steering operation amount calculating section) for calculating a steering angle The speed corrector 501 calculates the post-correction wheel speed based on the steering angle and the yaw rate. Specifically, the vehicle side slip angle? Is calculated and the wheel speed is corrected based on the calculated slip angle?, Whereby highly accurate correction can be performed.

(3) An angle sensor 110b for calculating a steering angle is provided, and the TCS control controls the slip state of each wheel so that the detected slip ratio becomes smaller as the detected steering angle becomes larger. Therefore, the lateral force of the tire at the time of turning can be secured, and a stable turning state can be achieved.

(4) The wheel speed correcting section 501 corrects the wheel speed with reference to the vehicle center-of-gravity point. Therefore, the corrected post-correction wheel speed can be obtained.

(5) Alternatively, the wheel speed correcting section 501 may correct the wheel speed based on a point on the extension line of the rear wheel shaft. This makes it possible to obtain a corrected post-correction wheel speed only by using the wheel speed sensor without using a yaw rate sensor or the like.

(6) The wheel speed correcting section 501 may correct the wheel speed on the basis of the turning center estimated from the wheel speed of each wheel on the extension line of the rear wheel axle. Thereby, it is possible to perform correction by geometric calculation, and it is not necessary to perform experimentally fitting and the like, and can be applied to a vehicle early.

(7) a brake controller 50 (vehicle speed calculating section) for calculating the vehicle body speed, a wheel speed correcting section 501 for calculating the wheel speed for control excluding the wheel speed variation component due to turning from the wheel speed of each wheel And a slip control unit for controlling the slip state of each wheel in accordance with the state of the wheel speed and the vehicle speed for the control. Therefore, since the slip state is controlled based on the wheel speed of the control that previously corrected the influence of the vehicle specification, it is possible to avoid the situation where the control is intervened early, and the operability can be ensured.

(8) A brake controller 50 (vehicle body speed calculating section) for calculating the vehicle body speed, a wheel speed sensor 9 (wheel speed calculating section) for calculating the wheel speed of each wheel, A wheel speed correcting section 501 (controlling wheel speed calculating section) for calculating a wheel speed for controlling the wheel speed of each wheel based on a predetermined position of the vehicle, And a slip control unit for controlling the slip state of the motor. Therefore, since the control wheel speed is calculated based on the speed of the predetermined position of the vehicle, the influence of the vehicle specification can be excluded in advance, thereby avoiding the situation in which the control is intervened early, .

Although the present invention has been described based on the embodiments, the present invention is not limited to the above embodiments, and other configurations may be used. For example, in the embodiment, the wheel speed is corrected based on the vehicle center-of-gravity point or the turning center, but the present invention is not limited to this, and the wheel speed may be corrected on the basis of an arbitrary point. That is, if the effect of the vehicle specification can be excluded, the corrected wheel speed of each wheel takes approximately the same value as long as the slip does not occur. This is because by performing the slip control by the divergence from this value, it is possible to avoid a discomfort such as torque reduction caused by early intervention of the slip control or intervention.

In the embodiment, the control at the time of driving slip has been described. However, if the slip amount is controlled based on the relationship between the wheel speed and the vehicle body speed, this control may be applied to the control at the time of braking.

In addition, although the embodiment is applied to the electric vehicle, the present invention is not limited to the electric vehicle, but may be applied to an ordinary engine vehicle or a hybrid vehicle.

In the embodiment, the vehicle speed is calculated on the basis of the wheel speed. However, the present invention is not limited to the wheel speed, but may be a method of estimating an absolute vehicle speed using an acceleration sensor or the like, Method may be used.

Hereinafter, some of the technical ideas included in the present invention will be described.

(1) A vehicle control apparatus according to the first aspect includes: a wheel speed calculating section for calculating a wheel speed of each wheel; a vehicle speed calculating section for calculating a vehicle speed based on the calculated wheel speed; And a slip control unit for controlling a slip state of each wheel in accordance with the state of the post-correction wheel speed and the vehicle speed. The vehicle according to claim 1, further comprising: do.

(2) The vehicle control device according to the second aspect is characterized in that, in the vehicle control device according to the first aspect, the vehicle control device according to the first aspect further includes a steering operation amount calculating section for calculating a steering operation amount and a yaw rate calculating section for calculating a yaw rate of the vehicle, The correction unit calculates the corrected wheel speed based on the steering operation amount and the yaw rate.

(3) In the vehicle control device according to the third aspect, in the vehicle control device according to the second aspect, the slip control section controls the slip state of each of the wheels so that the larger the detected steering operation amount is, the smaller the slip rate.

(4) In the vehicle control device according to the fourth aspect, in the vehicle control device according to any one of the first to third aspects, the correcting section corrects the wheel speed on the basis of the vehicle center-of-gravity point.

(5) The vehicle control device according to the fifth aspect is characterized in that, in the vehicle control device according to the first or second aspect, the vehicle control device includes a steering operation amount calculating section for calculating an operation amount of steering, The slip state of each of the wheels is controlled so that the smaller the slip rate.

(6) The vehicle control device according to the sixth aspect is the vehicle control device according to any one of the first to third aspects, wherein the correcting section corrects the wheel speed based on the center of gravity of the vehicle do.

(7) The vehicle control device according to the seventh aspect is the vehicle control device according to any one of the first to third aspects, wherein the correcting section corrects the wheel speed based on a point on an extension line of the rear wheel shaft .

(8) In the vehicle control device according to the eighth aspect, in the vehicle control device according to the seventh aspect, the correcting section corrects the wheel speed on the basis of the turning center estimated from the wheel speeds of the wheels .

(9) A vehicle control apparatus according to a ninth aspect of the present invention includes: a vehicle speed calculating section for calculating a vehicle speed of a vehicle; a control wheel speed calculating section for calculating a wheel speed for control excluding a wheel speed fluctuation component, And a slip control unit for controlling the slip state of each wheel in accordance with the state of the vehicle speed and the control wheel speed.

(10) A vehicle control device according to a tenth aspect of the invention is the vehicle control device according to the ninth aspect, wherein the vehicle control device according to the ninth aspect further includes a wheel speed calculating section for calculating a wheel speed of each wheel, The control wheel speed is calculated using the vehicle specification indicating the speed and the position of each wheel.

(11) The vehicle control device according to the eleventh aspect is the vehicle control device according to the ninth or tenth aspect, further comprising: a steering operation amount calculating section for calculating an amount of steering operation; and a yaw rate calculating section for calculating a yaw rate of the vehicle And the controlling wheel speed calculating section calculates the controlling wheel speed on the basis of the steering operation amount and the yaw rate.

(12) In the vehicle control device according to the twelfth aspect, in the vehicle control device according to the eleventh aspect, the slip control section controls the slip state of each of the wheels so that the larger the detected steering operation amount becomes, the smaller the slip rate.

(13) In the vehicle control device according to the thirteenth aspect, in the vehicle control device according to any one of the ninth to twelfth aspects, the control wheel speed calculating section calculates the wheel speed with reference to the vehicle center of gravity do.

(14) The vehicle control device according to (14) is characterized in that, in the vehicle control device according to any one of the ninth to twelfth aspects, the control wheel speed calculating section calculates the wheel speed based on a point on an extension line of the rear wheel shaft .

(15) A vehicle control device according to a fifteenth aspect includes: a vehicle body speed calculating section for calculating a vehicle body speed; a wheel speed calculating section for calculating a wheel speed of a plurality of wheels; And a slip control section that controls at least the slip state of the wheel in accordance with the state of the vehicle speed and the vehicle speed of the vehicle. The control device includes a control wheel speed calculation section for calculating a control wheel speed at a predetermined speed of the vehicle, do.

(16) In the vehicle control device according to the sixteenth aspect, in the vehicle control device according to the fifteenth aspect, the controlling wheel speed calculating section calculates the wheel speed with reference to the vehicle center-of-gravity point.

(17) In the vehicle control device according to the seventeenth aspect of the invention, in the vehicle control device according to the fifteenth aspect, the controlling wheel speed calculating section calculates the wheel speed on the basis of a point on the extension line of the rear wheel shaft.

(18) A vehicle control device according to an eighteenth aspect of the present invention includes: a vehicle speed calculating section for calculating a vehicle speed of a vehicle; a wheel speed calculating section for calculating wheel speeds of a plurality of wheels; And a slip control unit for controlling at least the slip state of the wheel in accordance with the speed of the specific position and the state of the vehicle speed.

(19) The vehicle control device according to (19) aspect, in the vehicle control device according to the eighteenth aspect, the specific position is a center-of-gravity position of the vehicle.

(20) The vehicle control device according to the twentieth aspect is the vehicle control device according to the eighteenth aspect, wherein the specific position is a position on the extension line of the rear wheel shaft.

Therefore, according to the above-described embodiment, since the slip state is controlled based on the post-correction wheel speed in which the influence of the vehicle specification indicating the position of each wheel is corrected in advance, it is possible to avoid the situation And the driving performance can be ensured.

While only a few embodiments of the present invention have been described above, it will be readily appreciated by those skilled in the art that various changes or modifications can be made to the illustrated embodiments without departing substantially from the novel teachings or advantages of the present invention There will be. Accordingly, it is intended that such modifications or improvements be included in the technical scope of the present invention.

The embodiments of the present invention have been described based on several examples. However, the embodiments of the present invention are not intended to limit the present invention in order to facilitate understanding of the present invention. The present invention can be modified and improved without departing from the spirit of the present invention, and it goes without saying that the present invention includes equivalents thereof. It is also possible to omit any combination or omission of each component described in the claims and the specification within the scope of solving at least part of the above-mentioned problems, or in the range of exerting at least part of the effect.

The present application claims priority from Japanese Patent Application No. 2014-104012, filed on May 20, 2014. All disclosures, including the specification, claims, drawings and summary of Japanese Patent Application No. 2014-104012, filed on May 20, 2014, are hereby incorporated by reference in their entirety.

All disclosures, including the specification, claims, drawings and summary of Japanese Patent Application Laid-Open No. 8-85438 (Patent Document 1), are hereby incorporated by reference in their entirety.

1 electric motor, 3 differential gear, 3a decelerating mechanism, 4 drive shaft, 5 fluid pressure unit, 9 wheel speed sensor, 10 inverter, 50 brake controller, 60 battery controller, 100 motor controller, 110 vehicle controller, 110a yaw rate sensor, Sensor, W / C wheel cylinder

Claims (20)

A vehicle control apparatus comprising:
A wheel speed calculating section for calculating a wheel speed of the wheel,
A correction unit that calculates a corrected wheel speed obtained by correcting the wheel speed based on a vehicle specification indicating the position of each of the wheels,
A vehicle speed calculating section for calculating a vehicle speed based on the calculated post-correction wheel speed,
A slip control unit for controlling the slip state of the wheel according to the post-correction wheel speed and the state of the vehicle speed,
And the vehicle control device. The method according to claim 1,
A steering operation amount calculating section for calculating an operation amount of steering;
A yaw rate calculating unit
Lt; / RTI >
Wherein the correcting section calculates the post-correction wheel speed based on the steering operation amount and the yaw rate. 3. The method of claim 2,
Wherein the slip control section controls the slip state of each of the wheels so that the slip ratio becomes smaller as the detected steering operation amount becomes larger. The method of claim 3,
Wherein the correcting section corrects the wheel speed based on a vehicle center-of-gravity point. The method according to claim 1,
And a steering operation amount calculating section for calculating an operation amount of the steering,
Wherein the slip control section controls the slip state of each of the wheels so that the slip ratio becomes smaller as the detected steering operation amount becomes larger. 6. The method of claim 5,
Wherein the correcting section corrects the wheel speed based on a vehicle center-of-gravity point. The method according to claim 1,
Wherein the correcting section corrects the wheel speed based on a point on an extension line of the rear wheel shaft. 8. The method of claim 7,
Wherein the correcting unit corrects the wheel speed with reference to a turning center estimated from the wheel speed of each of the wheels. A vehicle control apparatus comprising:
A vehicle speed calculating section for calculating a vehicle speed of the vehicle,
A control wheel speed calculating unit for calculating a wheel speed for control excluding a wheel speed variation component according to turning from a wheel speed of a plurality of wheels,
A slip control unit for controlling the slip state of the wheel in accordance with the state of the vehicle speed and the control wheel speed,
And the vehicle control device. 10. The method of claim 9,
And a wheel speed calculating section for calculating wheel speeds of the respective wheels,
Wherein the control wheel speed calculation section calculates the control wheel speed using the vehicle specification that indicates the calculated wheel speed and the position of each of the wheels. 11. The method of claim 10,
A steering operation amount calculating section for calculating an operation amount of steering;
A yaw rate calculating unit
Lt; / RTI >
Wherein the control wheel speed calculating unit calculates the control wheel speed on the basis of the steering operation amount and the yaw rate. 12. The method of claim 11,
Wherein the slip control section controls the slip state of each of the wheels so that the slip ratio becomes smaller as the detected steering operation amount becomes larger. 11. The method of claim 10,
Wherein the control wheel speed calculating section calculates the wheel speed with reference to the vehicle center-of-gravity point. 11. The method of claim 10,
Wherein the control wheel speed calculating section calculates the wheel speed on the basis of a point on an extension line of the rear wheel shaft. A vehicle control apparatus comprising:
A vehicle speed calculating section for calculating a vehicle speed of the vehicle,
A wheel speed calculating section for calculating wheel speeds of a plurality of wheels,
A control wheel speed calculating section for calculating a wheel speed for control from the calculated wheel speeds with each wheel speed being a predetermined position of the vehicle;
A slip control unit for controlling at least the slip state of the wheel in accordance with the state of the vehicle speed and the vehicle speed,
And the vehicle control device. 16. The method of claim 15,
Wherein the control wheel speed calculating section calculates the wheel speed with reference to the vehicle center-of-gravity point. 16. The method of claim 15,
Wherein the control wheel speed calculating section calculates the wheel speed on the basis of a point on an extension line of the rear wheel shaft. A vehicle control apparatus comprising:
A vehicle speed calculating section for calculating a vehicle speed of the vehicle,
A wheel speed calculating section for calculating wheel speeds of a plurality of wheels,
A specific speed calculating section for calculating a speed as a speed of a specific position moving together with the vehicle based on the calculated wheel speed,
A slip control unit for controlling at least the slip state of the wheel according to the speed of the specific position and the state of the vehicle speed,
And the vehicle control device. 19. The method of claim 18,
And the specific position is the center-of-gravity position of the vehicle. 19. The method of claim 18,
And the specific position is a position on an extension of a rear wheel axis.

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